Rail and flange lubricator



Feb. 23, 1932. M. w. ROE

RAIL AND FLANGE LUBRIGATOR Filed Oct. 1'7. 1927 2 Sh'ets-Sheet 2 CARWHEEL irme/ffy Patented Feb. 23, 1932 remise i PATENT @FFEQ MARK W.ROE,y OF OUMBERLAND, MARYLAND* BAIL AND FLANGE LUBRICATOR Applicationfiled 'October 17, 1927. Serial No. 226,804.

My invention pertains to improvements in rail and wheel flangelubricating appliances, particularly adapted to the problem of applyinglubrication to the vertical contacting f areas of wheel and rail oncurved tracks of railroads. It being understood that the inventioncontemplates the application of the lubricant in such manner that itwill become effective between the vertical contacting surface of thefixed rail and the flange o f the moving wheel; and to this end theprimary application of the lubricant may be to either the vertical sideof the rail, the vertical projecting flange of the wheel, or to 5J bothof these surfaces, as more particularly explained hereafter.

According to accepted railroad practices, the flanges of car wheelsdepend below the surface of the rail and lie along the inner facethereof. When negotiating curves, it follows that the inner face of theoutside curved rail bears the heavy frictional grinding of the ianges ofthe car wheels, and it is this zone of contact that requireslubrication.

` The problem of effectivelyV applying lubrication to this contactingzone has been found to be a most dithcult one, andamong the objects ofmy invention are aThe provision of an inexpensive and e simplelubricating device that is durable, and

will require the minimum of attention.

b-The provision of a device that will apply the lubricant in properamount and only on the surfaces requiring lubrication, Without splashingthe traction surfaces of the rail or driving wheels.

c-The provision of a device which is operative by contact wit-h carwheels at the moment of their passing. Y

tZ-The provision of a device wherein the lubricant and the applyingmechanism are protected from the weather and from foreign substancesincident to the operation of the train, such as, cinders,rail-sending,letc.

e--The provision of a device designed to LIX operate effectively infreezing weather, and

especially against accretions of snow and ice, or like obstructions andaccumulations. r, With the above and other objects in view, thisinvention comprises the novel construc- In brief, my invention comprisesa st-a- 55 i tionary reservoir for the lubricant, located adjacent therail to be treated; a dauber containedfwithin the reservoir and normallysubmerged in the lubricant and Well below the top of the rail, areservoircover to pro- 60"',

tect the body of lubricant; means operated by the passage of a car wheelover aneoperating-lever system, or the like, whereby vthe dauber iscause-l to emerge from the reservoir and smear the vertical flange ofthe wheel, the 65 vertical face ofthe rail, or bothto suit theparticular desires of the designer of the de'- vice. The dauberautomatically reseats itself after the passage of the train, and theentire operating gear rests itself, ready for the next train. Y

Additional detailsandv variations of construction are more particularlydeveloped by l the accompanying drawings, infwhich Figure lshows a topview of oneV form of my invent-ion; the hinge of the cover being remotefrom the rail. rIwo dauber operating f levers are shown, and a portionof the coveris broken away to show the mechanism beow. u v

Figure 2 is a cross section through (2 2) of Figure l. The dauber andcover as shown in full sectionlines representing the position when`the'device is smearing lubricant when operated upon by the car wheel,shown in broken lines. The dauber and cover as shown in broken linesindicates theinactive position when not being traversed by a lcar wheel.Y

Figure 3 showsa longitudinal sectional ele- .9G vation througha vportionof the device, as, through a plane (3-3) of Figure 2, looking toward therail. One ofa series of operating levers is indicated. The lever,dauber, and n cover plate shown in solid lines indicate the 5Joperative'position of the device, while the broken lines indicate-theinoperative position.

Figure 4 is a cross section through a reservoir such as that of Figure2, but showingv a different type of dauber operating lever, fulcrumed toswing transverse of the length of the reservoir. Full lines indicate theoperative position of the dauber and its motivating mechanism, while theinoperative pov sition is shown in broken lines.

Figure 5 is across section similar to Figure 4 illustrating anothersystem of dauber operating mechanism. The full lines indicating theoperative position of the dauber, while broken lines indicate theinoperative position. v

As the operation of the device and its preferred mechanism is madeobvious by the drawings, only a brief narrative will be given. In the,several views of the drawings similar numerals of reference indicatecorresponding parts.

The reservoir10 is suitably aflixed along the railto be treated and'preferably comprises an oil-tight elongated trough covered with aweather proof hinged cover 11, preferably hinged at 12 remote from therail, wherebyT the free edge may swing under the impact of the flange ofthe passing car wheel and operate the dauber through suitable associatedmechanism. y

The long free edge of the cover extends toward the rail as close as ispossible to leave a clearance for the rise and fall of the dauber as itdoes its work. The free edge of this, cover is close enough to the railto be traversed by the flange of the car wheel and the system therebyoperated. The level of the liquid lubricant is indicated as 13.

The dauber 14 is preferably of an oil retaining compound, such as'feltsuitably reinforced by al metallic backing, or the like. rlhis dauberextends longitudinally of the rail edge and is suitably affixed tooperating levers 15, and otherwise stiffened by a stout backing strip16, or the like.V These levers, in the preferred embodiment, are of thebell crank type with a fulcruin` as at 17 l(Figs.

The system in repose contemplates that the primary dauber operatingelement, Vas shown the free edge of the cover 11, shall Vbe raisedwithin the path of the car wheel flange and so balanced that it willreturn to this position when the depressing influence of the car Wheelhas passed. To effect this, the dauber and its operating mechanismassociated with the cover, may be so balanced that the cover is held upin wheel-contacting position by the gravity balance of the system. InFigure 2, a cover raising spring 18 is added as a positive means forinsuring that this cover will be normally kept raised, and a limit stop19 (Figures 1 and 3) is provided to properly position the raised cover11.

A stout metallic strip 20 (-see Figures 1 and l 2) may be added to thefree edge of the cover in the path of contact of the traversing wheelflange for the `purpose of strengthening `the cover against shock andabsorbing wear. To prevent undue splash of lubricant when the dauber issuddenly raised by the wheel impact, a splash guard or dampener 21 (seeFigure 2) may be added along and overhanging the free edge of the cover.

his splash guard may become anl important feature in cases whererelatively light lubricants are used in certain localities and atcertain seasons of the year, for it will definitely prevent splashing ofthe rail surface,

thus avoiding loss of tractive effort of the locomotive' drivers.

Y The type of dauber mechanism illustrated in Figures V1, 2 and 3,provides for a parallel motion ofthe rising dauber. T he dauber and Yits reservoir may be of any desired length to the local requirements andthe. grade of meef lubricant preferred. ylNhere the parallel motion isused,it is preferred that there. be a plurality of operating levers 15,and these are practically simultaneous in their operaiicns in raisingthe dauber, forl the reason that the entire stifln cover 11 is depressedat the initant that a traversing car wheel meets contact with its edge.A boss 22 may be fashioned on the Iunder side of the cover 11 asl a.

variation of leverage, the lever 15 with yits dauber iixed at a freeend,is arranged to swing the dauber through an arc whose center is thefulcrum point of the lever. This fulcrum `pointl has its axis parallelto the length of the dauber strip, whereby the swing of the'dauber istransverse of the length of reservoiigrclearing the side of the railwhere desired, and causing the exposeddauber-edge to smearthe verticalwheel flange, as shown.

In Figur-e5 the leverage systemto attain an accurate swing ofthe dauberstrip, comprises,a primary lever 15 fulcruined at 26 remote from therail, and actuated by a short bell crank lever 27 fulcrumed at`28.l Thisshort lever is actuated by apush rod 29 suit ably attached to the cover11 at .one end and is pivoted at 30 to an end of27. A stud 31 at theother end of lever-27 actuates the dauber lever 15 by slidingcontact, inthe manner clearly indicated by the drawings.

The reservoir lOvis secured to the cross ties by a. suitable clip 32 inproperly spaced-relationship to the rail, .whereby the clearance betweenthe dauber strip and the rail side -is definitely fixed to bestadvantage. The reservoir may be cross-bolted to the rail ifdesired. f f

in the sev-eral views of the drawings,'it will be noted that thevertical flange of the car yWheel is shown. out of contact with theveiitical face of the rail 25 and the dauber is shown entering within thisclearance to accomplish its work. The clearance shown is accounted forby the' provision of a deflecting or guard rail placed just inside ofthe rail opposite the one to be smeared, and, of course, opposite theposition of the reservoir ll, whereby the axle supporting' the opposedcar wheels will be caused to temporarily lurch away from the rail to besmeared, thus causing the wheel and its vertical flange to as# sume theclearance position desired and shown. (This is a well known railroadexpedient, and no drawing is appended for the reason that the feature isnot an element of my invention.)

j In fact, the clearance between verticalV flange and rail is notessential to this invention. Where it is desired to permit the normalContact between rail surface and vertical flange of wheel at the pointwhere lubrication is to be applied, the dauber throw could be restrictedto merely make contact at the point where wheel fla-nge and rail sidemeet, and the lubricant would find its way between the so contactingsurfaces. (This is obvious, and the variation is not deemed ofimportance in the drawings.)

The best location for the lubricating device is at the end of thestraight-away, near the point of tangency of the curve to be treated. Ofcourse additional lubricators may be placed within the curve, but thisis not necessary in view of the fact that tests of this device on one ofthe larger railroads disclose the rather astonishing fact that thelubricant exten-ds for several miles along the side of the rail beyondits point of application. The fianges of the wheels retain enoughlubricant tc cause this extensive distribution.

A particular feature of this invention is the very important fact thatthe contrivance will be elfective in freezing weather and against theaccumulation of ice and snow that will necessarily lodge upon the cover.By reference to Figures 2, 4 and 5 it is noted that the cover reposingin the up position is sloped away from the rail top and its free edgeextends very close thereto. Thus, there is a tendency for obstructionsto slide olf the cover. Where, as is often the case, the entire coverwill be coated with snow and ice in its up position, the sudden impactof a wheel thereon will drive'the cover edge down as the dauber stripcomes up between it and the rail. This impact and drop of the cover willbreak the seal of ice or snow that may have formed between the free edgeof the cover and the paralleling side face ofthe rail, whereby thedauber will find a free space wit-hin which to rise and smear theobjective surface.

It is also noted that the entire actuating mechanism is effectivelysealed from injury;

. leterioration by reason of weather conditions;

from invasion into the lubricant of foreign substances; that the systemis self-lubricating by having its principal mechanism emersed in thebody of the lubricant; and that no vital moving parts are that they maybecome frozen up or otherwise rendered inoperative. i

The mechanism may be examined at will by merely hinging the cover, asindicated; and filling may be likewise eected.-

While the preferred embodiment of this device necessarily discloses alimited choice of mechanisms for carrying it into successful practice,it will be understood that the invention is not to be thus restricted,but is to be given the scope to which it is entitled in the art asdefined by the appended claims.

l claim l. A. rail and wheel flange lubricator, comprising; rail; adauber normally reservoir out of contact surface to be lubricated; meanscomprising means contact of a flanged car wheel traversing said adjacentrail whereby the dauber is caused to lubricate the said car wheelflange; and means for restoring said dauber to the normally inactiveposition when the car wheel has passed.

2. A rail and wheel fiange lubricator, comprising; a reservoir forlubricant adjacent a rail; a dauber normally inactive below the` top ofthe reservoir and below the level of an objective surface to belubricated; dauber operating means comprising means responsive to thecontact of a flanged car wheel traversing said adjacent railwherebyV thedauber is caused to rise above the reservoir and contact with thepassing car wheel flange; and means for restoring the dauber to thenormally inactive position when the car wheel has passed.

3. A rail and wheel flange lubricator, comprising; a. reservoir forlubricant adjacent a rail' a dauber normally below the point of inactivewithin the dauber operatmg contact with an objective surface to belubricated and housed within the reservoir; dauber operating meansresponsive to the Contact of a flanged car wheel traversing saidadjacent rail whereby during such contact the dauber is caused to riseagainst the said traversing car wheel flange and effectlubricaticnthereof.

il. A rail and wheel flange lubricator, come prising; a reservoir forlubricant adjacent a rail; a dauber normally submerged within alubricant contained in said reservoir and entirely housed thereby;dauber operating means responsive to the contact of a car wheeltraversing said adjacentrail whereby during such Contact the dauber iscaused to emerge from said lubricant and rise to Contact with saidtraversing car wheel and eifect lubrication thereof; and means forreturning said dauber within the lubricant when the car wheel haspassed.

so exposed to the weather a reservoir for lubricant adjacent a r with anobjective responsive to the 5. Arail and wheel ange lubricator,comprising; a reservoir for lubricant adjacent arail; a dauber normallyhoused within the r reservoir and submerged within the lubri- 5 cant;dauber operating means responsive to the Contact of a car wheeltraversing said rail whereby the dauber is caused to contact with andlubricate the objective car wheel; and a splash guard adapted to controlthe excess lubricant upon the dauber.

6. rail and wheel flange lubricatore comprising; a. reservoir forlubricant adjacent a rail; an elongated nauber disposed in parallelismwith the rail and normally inactive-k w-within the body of the reservoirand submerged within the lubricant; a hinged cover protecting thereservoir and normally in position to be struck and depressed by a.wheel passing on said rail; dauber operating means associated with saidcover whereby the dauber is caused to rise and lubricate the objec tivecar wheel during its passage across said coverand return to itsinactive.k position when the said wheel has passed.

7. A. device of the character described,

comprising; a reservoir 'for lubricant adjacent a rail; a daubermechanism including a dauber associated with the reservoir; means forcausing the dauber to normally lie within the confines ofsaid reservoirand in Contact with a 1Lubricant therein; dauber operating meansresponsive to the contact of a car wheel passing on said rail wherebythe dauber is positively raised and pressed against aportion of theperiphery O' said wheel throughout some period ot the contact oi saidwheel with the said dauber operating means whereby a lubricant isapplied thereto; and means for causing the dauber to return to aninfloioperative position when the car wheel has released said dauberoperating means.

8. A device of the character described, comprising; a reservoir forlubricant adjacent a rail ;v a dauber within the reservoir and nor- $5.1mally immersed within a lubricant therein;

means vassociated with said dauber and interposed within the path of theperiphery of a. car wheel traveling said rail whereby the dauber israised and positively applied to a 501 portion oi the said wheelperiphery at such time that the wheel is operatively engaged with themeans for raisingthe dauber, and means for lowering the dauber withinthe reservoir when the said wheel has released the 5g"said dauberoperating means.

In testimony whereof I aHiX my signature.

MARK W. ROE.

